Plamooraph co



C. W. STARKER.

I FRAME STRUCTURE FOR DYNAMO ELECTRIC MACHINES. 1,314g545.

APPLICATION FILED OCT. 2|. l9l6.

Patented Sept. 2, 1919.

2 SHEETS-SHEET l.

llll I! I ll'llllllll lll l l \h N INVENTOR Mar/e5 I'Z Sfar/rr ATTORNEY THIS COLUMIIA WRAP" CO" WASHINGTON. D. C

I c. w. STARKER. FRAME STRUCTURE FOR DYNAMO ELECTRIC MACHINES.

APPLICATION FILED 0C1". 2|, i916.

Patented Sept. 2,1919.

2 SHEETS-SHEET 2- ia Q A u m F r v w\ I w L\ J u w x a 1 1 m 6 G l llll ll 1 1 lllllll I lillll INVENTOR Char/es W Sf'arlrer E S S E v N h W ATTORNEY UNITED STATES PATENT OFFICE.

CHARLES W. STARKER, 0F PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO WESTING- HOUSE ELECTRIC AND MANUFACTURING COMPANY, A. CORPORATION OF PENN- SYLVAN IA.

Specification of Letters Patent.

Patented Sept. 2, 1919.

Application filed October 21, 1916. Serial No. 126,910.

T 0 all whom it may concern Be it known that I, CHARLES W. STARKER, a subject of the Emperor of Germany, and a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Frame Structures for Dynamo-Electric Machines, of which the following is a specification.

My invention relates to dynamo-electric machines and especially to certain structural features of frames for electric-railway motors and the like. 1

One object of my invention is to provide a structure of the above-indicated character which shall be capable of ready modification to provide a series of motor frames of the same dimensions and capacity, with the exception of the gear-center-distance, that is, the distance between the center of the armature shaft and the center of the truck axle.

Another object of my invention is to provide a structure of the class in question which shall also be readily adaptable to produce different road clearances, that is, the distance between the road bed and the bottom of the motor frame, for any given height of car-floor above the rails.

More specifically stated, the object of my invention is to provide a main yoke member for dynamo-electric machines having a gap in one side, the edges thereof being offset a selected amount and angle to provide any desired gear-center-distance and road clearance, as more fully set forthlater.

My invention may best be understood by reference to the accompanying drawings, wherein Figure 1 is a view, chiefly in end elevation but. partially in section, of a dynamo-electric machine frame constructed in accordance wlth my present invention;

Fig. 2 is. a view taken on theline IIII of Fig. 1 and illustrating the interior construction of a portion of the motor frame that is shown in Fig. 1; and Fig. 3 is a view corresponding to the sectioned portion of Fig. 1 and showing a modification whereby a different gear-center-distance and road clearance are secured.

Referring to Fig. 1 and Fig. 2 of the rawings, the structure shown, comprises a main yoke or band member 1, preferably of the customary polygonal shape and having a gap or opening 2 in one side thereof, the edges 3 and 4: of which are offset a selected amount from the adjacent portions of the machine frame, for a purpose to be described; anaXle-bracket 5 that is adapted to bridge the gap 2 and is mechanically secured to the offset portions 3 and 4, as hereinafter set forth in detail; a plurality of end-members or end-rings 6 that are associated with the respective ends of the main yoke member 1; a plurality of connecting members or tie-pieces 7; and a suspension bar 8.

In a co-pending application of M. B. Lambert and C. W. Starker, Serial No.

121,417, filed Sept. 21, 1917, and assigned to the Westinghouse Electric & Manufacturing Company, is set forth and claimed a dynamo-electric machine frame member corresponding to the present member 1 and having a gap in one side, the edges of which are not offset, but are located in alinement with the adjacent inclined portions of the frame. In order to adapt'such a construction to the production of a complete line of motor frames having various gear-centerdistances, the necessity for which variation 'is well-known to those skilled in the art and need not be discussed here, I have found that, by offsetting the edges of the side gap in the manner illustrated in Fig. 1, any desired gearcenter-distance may be secured without requiring much additional material, time or labor and without, in any way, impairing the desirable mechanical and electrical characteristics of the machine.

As will be understood, the degree of offset of the portions 3 and't will determine the initial length of the flat slab from which the main yoke member 1 is made and the substantially regular polygonal frame that is i setting the edges 3 and 4 of the frame mem ber, which requires only a simple mechanical process, the desired variation of gear-centerdistance may readily be obtained.

The oflset portions 3 and 4: are respectively provided wi h ,slllta le holes or openings e and 10,- whereby the axle-bracket 5 may be readily riveted thereto, as subsequently more fully set forth.

The axlebracket 5 may be of any suitable form", but is preferably of the pressed-steeltype that is disclosed in'Patent No. 1,198,080 granted on September 12, 1916, to C. W. Starker and G. L. S. .Kronfeld. Consequently, only a brief description of the 'illus trated axle-bracket, concerning particularly its relation to the offset portions 3 and 4, is

believed to be suflicient for the" purposes of the present specification.

The axle-bracket shown comprises a substantially semi-cylindrical intermediate portionll having lipsor' Wings 12 and 13 respectively bent over the 'ofiset portions 3 and 40f the main yoke member 1 and secured thereto by a plurality of rivets 14 and15,

which extend through the holes 9 and of.

the offset portions 3 and 4, respectively. :The axle-bracket is also provided with relatively flat. side members 16 and .17 near the respective ends of the axle-bracket for the purpose of suitably receiving an axle.-

1 cap-:(notshow-n), in accordance with customary practice. The end-rings =6 may be of any suitable construction and are here shown as comprising-shallow cup-shapedmembers having :a flat outer face that is provided with a central opening 20 for the purpose of receiving a suitable armature bearing-housing (not shown), in accordance with the usual practice.- The edges of the opening '20 are :pref era-bly reinforced by means :of :a plate 21 .of

triangular or other form.

- The connecting members or tie-pieces 7 are preferably formed of pressed-steel and are provided with one or more pressed-out lI'lbS member 1 land theend rings-6 by :a plurality offnivetmembers 12.5. Although a Ebnief description of the frame members 6., 7 and -'8 has been given, it is 'thou-ght'that no 'more extended discussion thereof is necessary, particularly :in view of the 'lft'Gl] that "the specific construction thereof set forth in the above-identified co-pend-ing application. 6 5 I Fig. .3'discloses1a portion of a main. yoke member 21 which corresponds to the previously-described yoke member 1 and is provided with the offset portions 3 and 4 which,

however, are offset from the adjacent por-. tions ofjthe frame member .21 a greater amount and a different anglethan the portions 3 and 4 are ofiset from the adjacent portions of the main yokemember 1. Consequently, it will be understood that, in the case of a frame that is constructed in accordance with the dimensions of Fig; '3, the point C2, which-represents a point in the center of the truck axle (not shown) is further removed from the point :0 -,(.see' Fig. 1), which represents a point in the center of the motor armature shaft (not shown), than is the point -01 \of Fig. 1., which corresponds to the'point C2, "or, in other words, the i gear-centcr-distance? in the case of .Fig'. 3 is longer by a predetermined distance, dependent upon the amount of offset of the portions 3 and 4, than the gear-center-distance' of the structure that is shown in .Fig. 1. .Furthermore, the :angle that the offset "portions 3 and 4 make with the adjacent main inclined portions of'the frame memher 21 is less than the angle that the 001'- responding parts make with each other in the -structure that is illustrated in Fig. 1, by reason of the upward tilting of the portions :3 and 4 in the structure of Fig.3. Consequently, thepoint G2 is located in a higher horizontal plane than the point 01. By til-ting the oifset portions 3 ,and'4 downwardly, the point C2 will be located in a lower horizontal plane than the point-*Cl, reference being hadto any convenient datum plane,

such as the "track rail surface that is indi- I cated (not to scale), by the line .18. Thus,

the distance FbetWeen the road-hed and the. bottom of the motor frame may readily be varied to meet requirements. It will be ap- 'preciated that, by. suitablylvarying the amount and angle of the offset question, "the point C2 may be shifted i130 any desired location, thereby securing whatever gearcenterwdistance needed.

and road clearance is It should :be noted that, since the ofiset portions .3 :and 4 may readily be made of equal respective lengths and inclinations, regardless of the: amount of :olfset thereof from the adjacent frame portions, a single form .of axle-bracket '5 'may be associated "with all :of the motor frames that -areemployed .to produce a line .of motors having warious *gear-center-:d.istances, thereby tending toward desirable standardization of parts, with all of its well-known adwanta-ges. is not material to my present invention and, moreoverythe illustratedstructures are-fully @n the other hand the same single form of aXle-bracket may'be employed with vaof course, the lips 12 and 13 of the axlebracket may be bent over at different angles to properly correspond to the particular angular positions of the offset portions 3 and 4%, if desired.

I do not wish to be restricted to the specific structural details or arrangement of parts herein set forth, as various modifications thereof may be effected without departing from the spirit and scope of my invention. I desire, therefore, that only such limitations shall be imposed as are indicated in the appended claims.

I claim as my invention:

1. A dynamo-electric machine frame having a gap in one side, the edges thereof being offset a predetermined amount from the adjacent frame portions, and an axlebracket member secured to said offset edges.

2. A dynamoelectrio machine frame having a gap in one side, the ed es thereof being oflset a selected amount om the adjacent frame portions and adapted to receive an axle-bracket, the selected dimensions of the offset edges determining the distance between the center of the motor frame and the axle-bracket position.

3. A dynamo-electric machine frame having a gap in one side, the edges thereof being offset a selected amount from the adjacent frame portions and adapted to receive an axle-bracket, said selected amount determining the gear-center-distance of the machine and also permitting the use of a single type of axle-bracket with all frame members having such ofl'set edges.

4. A dynamo-electric machine frame member having a. gap in one side, the edges thereof being ofiset a selected amount and angle from the adjacent main portions of the frame and adapted to receive an axlebracket, the elected angle of the offset edges determining the distance between a datum plane and the axle-bracket position.

5. A dynamo-electric machine frame memher having a gap in one side, the edges thereof being offset a selected amount and angle from the adjacent main portions of the frame and adapted to receive an axlehracket, said selected amount and angle respectively determining the gear-centerdistance and the road clearance of the main frame member.

6. A railway-motor frame comprising a yoke member having a gap in one side thereof, the end portions of said yoke adjacent said gap being offset from the adjacent main portions of the yoke.

7. In a dynamo-electric machine, a stator member, comprising a magnetizable portion having a gap in one side, the edges thereof being offset a predetermined amount and angle from the adjacent main parts of said magnetizable portion.

In testimony whereof, I have hereunto subscribed my name this 18th day of Oct.,

CHARLES W. STARKER.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

